While it is evident that motorsport is ingrained in BMW’s DNA, its road-going motorcycles have been less in line with the philosophy of power, handling, and enjoyment, favoring durability and practicality instead. This is in contrast to its four-wheel vehicles, which are primarily sports saloons.
In fact, competing in MotoGP doesn’t always result in more GS sales, much like competing in F1, Le Mans, or Formula E doesn’t always result in greater sales of 3-Series, 8-Series, and i8 automobiles.
Being a middling MotoGP would raise concerns from the board level to the customer level, and BMW’s great brand power needs to be preserved.
In contrast to a dominant MotoGP effort that would make you want to buy a GS exclusively, would a mediocre MotoGP effort cause you to second-guess purchasing a BMW GS?
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A MotoGP project, in the opinion of the president of BMW’s motorcycle division, would not be worth the added effort necessary in comparison to the company’s current World Superbike team.
This year, BMW returned to the WSBK in a full factory capacity for the first time since 2013, working with Shaun Muir Racing to field a pair of works S1000RRs for Tom Sykes and Markus Reiterberger, two Kawasaki converts.
It finished fourth in the manufacturers’ standings, with former champion Sykes taking the pole at Donington Park and finishing the year on four podiums.
When it came to whether or not to enter the Superbike World Championship again, Schramm commented, “I didn’t ask myself that question.” “Because BMW has a history in motorsport, it was crystal evident. We ought to be included as well because of this.
“Our background in customer racing is a crucial factor. 120 client riders competed in 25 championships last season, winning 250 podium spots, 90 races, and nine titles. For BMW, this is essential.
“Compared to MotoGP, there are more technical synergies in the Superbike World Championship. The added brand effect in MotoGP, in my opinion, is minimal. The work we would have to put in would not be justified.
Customer racing and the Superbike World Championship are unquestionably our priorities.
On a bike, those M Sport colors look fantastic.
The first MotoGP race of the 2021 season will take place at the end of March, which is hard to comprehend. At the Losail International Circuit, the Qatar Grand Prix will officially begin the new racing year. If you watch racing for any length of time, you’ve probably noticed the safety cars that the majority of racing series employ. At the start of races, they will lead the drivers on warm-up laps, or if a yellow flag situation occurs, they will emerge to slow down the activity.
On March 9, 2021, BMW unveiled their new fleet of safety vehicles for the MotoGP competition. Since 1999, the Bavarian company has provided the MotoGP series with a fleet of safety cars that are fully equipped. BMW, though, is making a very major adjustment for 2021.
Three vehicles, an M3, an M4, and an M5 CS, will make up the 2021 BMW MotoGP safety fleet in Qatar. But this year, BMW Motorrad is also dispatching a M 1000 RR Safety Bike to join the safety fleet on the course. It’s also the first motorcycle ever to bear the M badge from BMW, and the manufacturer says a race version will compete in the WSBK in 2021.
Just a few weeks later, on April 18 in Portimao, Portugal, BMW will formally unveil the entirety of its 2021 MotoGP safety fleet. At that point, the first BMW safety squad will expand to include an M8 Competition Coupe Safety Car, an M8 Competition Gran Coupe Safety Car, an X5 M Medical Car, and an additional M1000RR Safety Bike.
“The safety car fleet is the focal point of our commitment in the MotoGP,” BMW M CEO Markus Flasch said in a statement. “We are very delighted to be starting the season with four new cars for the first time in our 20-year history as “Official Car of MotoGP.”
“Based on production models, our three new safety vehicles have exceptional performance and driving dynamics, making them perfect for use in the MotoGP. The new BMW M 1000 RR will accompany them as the safety bike. The first M model on two wheels was created for racing and will adhere to the strictest standards on the racetrack. We are eager to debut our new fleet in Qatar for the start of the season.”
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It’s hard to imagine, but BMW has never taken a World Championship in motorcycle road racing seriously. Before a motorcycle world series was created, its best bike racing years were in the 1930s. After BMW announced that it will compete in the 2009 World Superbike Series with the all-new S1000RR, its first true superbike, this may suddenly alter.
The S1000RR is a key component in BMW’s shift towards the sports market, which currently tends to dominate the motorcycle consciousness. In the past, BMW has focused on the more stable side of the motorcycle industry—tourers and street bikes.
The new machine isn’t significantly different; its engine/chassis construction is a copy of the popular Japanese four-cylinder models. However, it might utilize a desmodromic valve actuation system similar to that used by Ducati. Two of the best World Superbike riders, including Ruben Xaus of Spain and Troy Corser of Australia, who has won championships with both Ducati and Suzuki, have inked contracts with BMW (above).
BMW’s choice to compete in WSB is a serious setback for MotoGP. Two further European manufacturers, Aprilia and KTM, have also abandoned the prototype series, which is estimated to cost ten times as much as the Superbike series based on streetbikes.
Why doesn’t BMW compete in MotoGP?
Stephan Schaller, the former CEO of BMW Motorrad, stated in numerous interviews that he was not interested in competing in the Moto GP since it didn’t make sense for Motorrad’s company. Now, it’s crucial to understand the following facts about Stephan Schaller before considering how much exposure and press the MotoGP may receive, which could potentially raise income.
Since becoming the CEO in 2012, Stephan Schaller has overseen a 60% increase in sales and has experienced seven consecutive years of record-breaking sales. Under Stephan Schaller’s leadership, Motorrad has grown despite being excluded from the competition without any negative financial effects.
Due to his interest in new endeavors and challenges, Stephan is no longer in command of Motorrad at this time. He replied that their goal at the time was to appeal to a wider racing audience with more variety, which they have successfully achieved/done, when questioned about his choice to forego competing in the MotoGP.
Stephan believed that investing in many competitions of various sizes and types rather than just one or two MotoGP events would result in a bigger client base.
It’s important to keep in mind that the bikes used in the MotoGP are created as sophisticated racing vehicles and require experts who can construct them by hand.
These cutting-edge hand-built bikes can be auctioned off, but since they can’t be produced for a sizable number of prospective purchasers, you’ll never really get your money’s worth when you sell them.
Due to the extensive exposure and chance to demonstrate their engineering expertise to spectators in order to persuade them to buy their factory bikes, several businesses invest money in the tournament. Stephan Schaller, head of BMW Motorrad, did not see the need for it, though.
Why is F1 more well-known than MotoGP?
Because MotoGP and F1 have both gained popularity in one nation while beginning to lose popularity in other nations. A clear illustration is when F1 started to lose popularity in Malaysia and South Korea at the same time that MotoGP started to do the same in China.
Why did BMW leave Formula One?
This article discusses BMW’s participation in Formula One and the BMW Sauber racing team. See Sauber Motorsport for the independent racing team.
Since the World Drivers’ Championship was established in 1950, BMW has been involved in Formula One in a variety of capacities. Before developing the BMW M12/13 inline-four turbocharged engine in the 1980s, the business competed in sporadic races in the 1950s and 1960s (typically under Formula Two rules). The team’s chassis were powered by BMW engines from 1982 to 1987 as a consequence of an agreement between BMW and Brabham. Nelson Piquet won the 1983 title while operating a Brabham BT52-BMW during this time. ATS, Arrows, Benetton, and Ligier teams were also given the M12/13 by BMW during this time, with varying degrees of success. Brabham briefly left the sport in 1988, and BMW stopped officially supporting the engines, which were still being used by the Arrows team under the Megatron moniker. The 1989 revision of the Formula One Technical Regulations outlawed turbocharged engines, making the M12/13 obsolete.
In the late 1990s, BMW made the decision to return to Formula One and entered into an exclusive agreement with the Williams team, which was in need of a new long-term engine supplier following the departure of Renault in 1997. A new V10 engine was developed as a result of the initiative and debuted in competition in the Williams FW22 in 2000. The collaboration advanced from the midfield to contending for race victories the next year, but the desired title remained elusive due to Michael Schumacher and Ferrari’s domination in the first half of the 2000s. BMW decided to sever ways with Williams in 2005 as their relationship had deteriorated, and instead decided to purchase the rival Sauber team outright.
The BMW Sauber project, which ran from 2006 to 2009, significantly raised the Swiss former privateer team’s competitiveness. A strong third place performance in the Constructors’ Championship in 2007 followed two podium places in the inaugural season (which became second when McLaren was disqualified). Robert Kubica won the team’s lone race in 2008, the Canadian Grand Prix, and briefly held the lead in the Drivers’ Championship, but the team decided to concentrate on 2009 car development and fell back in the standings at the end of the season. Due to the F1.09 chassis’ lack of competitiveness, the 2009 season was a significant letdown. BMW decided to leave the sport, returning the team to its founder, Peter Sauber, in addition to the global financial downturn and the company’s displeasure with the constraints of the current technical standards in developing technology relevant to road cars.
Is MotoGP losing its appeal?
Analyzing the popularity of MotoGP is made simpler by all the different ways to watch and consume information about the sport, but the outcomes are also more inconsistent. As a result, the questions on the popularity of MotoGP vary depending on the source, but we can still determine the current trends.
The number of fans visiting the MotoGP website fell by more than 20% by 2020, which is extremely concerning given that the F1 website grew by almost the same percentage. However, 60% of MotoGP fans, according to NBC, are between the ages of 18 and 44, suggesting a potential rise in interest in the future.
In the past, there has been a decline in public interest in MotoGP, as seen by the website receiving more than 2 million less views than usual between March and May of 2020. However, determining the question of its ongoing erosion is a much more difficult problem. Therefore, is MotoGP losing viewers over time and is media interest waning?